Airship mooring



H. V; THADEN AIRSHIP MOORING Original Filed Sept. 2, 1925 8 Sheets-Sheet 1 [A INVENTOR HERBERT l4 THA pew BY; H

ATTORNEY a? M B 0 o Jan. 22, 1929. 1,700,001

H. V. THADEN 0 AI RSHII" MOORING Original Filed Sept. 2, 1925 8 Sheets-Sheet 2 INVENTOR HERBERT V 7701 may M ATTORNEY Jan. 22," 1929.

H. v. THADEN AIRSHIP MOORING Original Filed Spt. 2, 1925 8' Sheets-Sheet 3' F l G -111- 0 I INVENTOR 7 HERBERT Vfi/ADEN B B E ATTORNEY 8 Sheets-Sheet 4 INVENTOR 'HEEdEET l 7Z/A0EN BY Q a ATTORNEY Jan. 22,1929.

H. V. THADEN AIRSHIP MOORING Original Filed Sept. 2, 1925 Jan. 22, 1929;

H, V. THADEN AIRSHIB MOORING 8 Sheets-Sheet 5 Original FiIed'Se t. 2, 1925 5 Mm M .4 TTORNEY Jan.22, 1929. 0 13001001 H. v. THADEN AIRSHIP MOORING v Filed Sept. 2, 1925 8 Sheets-Sheet 6 I.\'\ 13x TOR HERBERT V 7/7/1172 0 v S V v (a '1 Jan. 22, 1929.

H. 'V. THAD'EN AIRsHIP MOORING a sheets-sheet 7 Original Filed Sept. 2, 1925 FIELX- ATTORNEY I mama 1mm,

UNITED;, TATESQ ATENT oF-F cE.

manner v. rmmm, or'nnraon', anemone, assrenoa r amcmm :onvnLornnnr conromrron, or nnraornxrcmenn, a oonronarron or: MICHIGAN.

amnrerooame.

Application filed September 2, .1925, Serial No. 58,981. Renewed October 24, 1928.

The subject-matter hereof relates to inventions in methods of mooring airshi and apparatus formooring of airships ong the particular objects are to provide better ill facilities forj the practical operation of bringing the ships nose to a secured relation to an elevated anchorage such as a tower or mast and then to permit the swaying of the ship completely aroundthe mast, also when, 11 it is desired, tomove the mooring connection.

down the mast with ease while constantly moored securely, for the purpose of allowing the airship to assume a lower position even to the extent of berthing the ship in contact with the "round.

1V y method and type in general are suchas' set forth in myUnited States application Serial No. 687,689, and this mypresent application involves further developments, modifications and improvements for my type of mo oring tower which provideslfor drawing a ship to an elevated point and either holding it there, or at will providing ior the lowering of the ship.

Among the particular features, l provide a coupling means which after securing the ship may he readily shifted oodily down the mast without anychange of the coupling connections with the ships nose, also providing a coupling which permits the ship when moored at the top to swing completely around the mast while the mooring carriage remains in .a fixed position, also features of such a mooring carriage which accommodate without llIl- F lar to facilitate the coupling of the ship to the mast by easy adjustment of the coupling memher on the mast into the proper position.

While many variations may bemade in the apparatus, and modifications in the method of mooring, particular constructions of the apparatus with some modifications are illus-v trated :in the accompanying drawings, in

I Fig. Tie a side view in perspective, showamooring tower containing features of the tower or mast.

Fig. II is a side elevation of the mooring. mast top turret and the top mooring horn Fig. In is a plan View of the mooring horn and shock-absorbing linkage on the tower top turret, on a slightly larger scale than in Fig.

' Fig. 1V is a view of the securing-carriage for engagement with the ships nose coupling, as shown attached to the vertical guide shown in section, being a top view when said carriage is in position of horizontal axis.

is a fragmentary vertical section on the line. 5'-5 of Fig. ill/ Fig. V1 is a vertical section of the carriage shown in Fig. llV. l lhig. Vll is an end view of said carriage, on asmaller scale than Fig. IV, as viewed from the end receiving the cable coupling.

Fig. Vlll is a fragmentary view of the con motion of the vertical guide and its ring girder carriage, ring-girder and adjacent tower member. s

Fig. 1X is an elevation showing-a modified arrangement of attachment of the guide to the ring-girder.

Fig. X is a side elevation of a modified form of tower or mast on a scale generally similar to Fig. 1.

Fig. X1 is a vertical section, fragmentary, showing the base -comiection oi the modified tower, X, on a larger scale.

Fig. XII is a side elevation of a modified form of tower or mast.

Fig. XIII is a fragmentary view of the top carriage retaining shown in Fig. XII.

Fig. XIV is a typical cross-section of the main length of the tower, Fig. XH.

vertical rail and horn in the tower Fig. XV is a cross-section on a slightly 7 smaller scale oi a modified section of a tower on stream lines. The drawings show in the first place an embodiment which comprises the tower A, having a vertical guide B which ,merges into a top portion or horn'O supported on a turret D and having shock-absorbing linkage E E', a movable belaying block or coupling carriage F adapted to receive a mooring cone on a mooring cable H and to'be secured by cone locking ins J, while the, cone is connected with the s i'p?s nose by spindle K and spindlepink. v

ind

50 'fore recited will now be explained in the em in the plane of the'horn but on the opposite side from its-articulated connection with the guide B, to accommodate compression or tor N, through gearing and shaft, may con trol the rotation of the base of the turret D on top of the otherwise stationary mast, while shaft or other suitable connections may be coordinated with the rotarily-swing'ing vertical guide B to control the motion of the guide in parallism irom top to bottom.

The inner cone P is supported onbearings to revolve on its axis within the outer cone Q, and may be looked against rotation in I the outer cone by cone pin R. The outer cone Qis adapted to swing on top and bottom conelpivots S in the frame formed by cross.- beams T- T and arch plates T- T which laterally carry pivoted guide blocks U and straps U, engaging the rails b of. the vertical guide B, so that the entire carriage can tension. Lateral bumper cylinders E ahsorb any lateral strains transmitted to the top of the horns Centrally. of the turret is a :pipe 5, which provides guide and protection for the handlingcables. The haul-in cable H passes over a sheave 6 deflecting it substanslide from bottom to top of the guide and also onto the born to positions above the tar? ret even to the axis of the mast. GuideB supported from the mast rings V, by ring-carriages W permits the swing of the guide B around-the mast'in unison with" the turning of the turret D- around the top.

In the modified form shown in Figs.

- and XI, the tower A is rotatable as a whole around the foundation X; and has the vertical guide B along an element of the tower rigid-- ly secured thereto, so that the tower and element rotate about the axis, instead of having a separately rotatable mast-head turret.

. shafts Y having suitable rollers Y" on t eir ends and supported so as'to rotate'from a hub Y. The rollers may alternately engage top and bottom rails X solidly supported by. 'thebase foundation X. This afiords means v for housing stationary powerapparatus, and

supplies or equipment to meet the bes conditions of operation and soundly anchoring the structure. l g The details of the essential parts hereinbebodiment shown. The tower has a well braced base by legs I L-1 and internal braces throughout the upper part without outside guys. The top base 2, has inverted rail 3 and upright rail 4 which engage, respectively,

merges by a pivotal connection M into a curvedtop end called a horn reaching to a position substantially horizontal in the axis of themast. Near its apex suitableconnep- .the mast proper. p a

The cone carriage havlng the frame with tially in-the axis of the mast, and where it enters the tube 5 a belaying. or compressor clamp 7 provides for making-fast when the ships nose ischock-a-block with the coupling carriage, to permit proper manipulation of the line preparatory to lowering the ship or to handle the cable preliminary to releasing the ship; The hand-wincl1 8 provides for initially pulling down the carriage F from the upper part of the horn and may be interposed in the haul-down line L which otherwise extends to a. lower portion of the mast to serve for the carriagecontrol throughout itsrange of movement on verticalguideB. The motor N drives the shaftand through rearing engaging the fixed rack 9, provides or turning the turret to any position desired during the approach of the ship, as well as easing the swin of the vertical guide in re llfi sponseto the s ii'ting position of the ship by-the-wind. The carriage F coupled to the ship, when in a position on the horn or at its top has lateral strains absorbed by the supports and linkage, thereby relieving sudden strains from being fully transmitted to cross-straps T, is supported for lateral angutlll Mill

lar pivoting throughout sixty degrees witl1- i out interference with the vertical guide B, while roller bearings and thrust bearings 10, I permit'the inner cone B to swivel on its axis until the ship has settled to a ground mooring or it is otherwise desired to stop the'conc from rotation, and then locking pin R is thrown in by hand-lever 10. lhe up-haul' cable'L is attached to a link 11, and the down-haul cable to eye 12, while a supplementary haul-up line L" operated By-handwinch 13, may be connected and quickly disconnected by an over size link engaging a spring-held pin 14. The nose cable cone locking pins JJ are spring-pressed for engage-i ment with suitable hand grips for releasing the pins which when drawn out provide for keys l6engaging holes 17 to hold the pins in released position. r

The attachmentof the vertical guide B to the horizontalrings V is shown in smaller scale in Fig. VIII wherein a fixed structural member 18 of the tower holds the .rail V- which is engaged by "beveled-rollers 19 carried in hearings on a bracket 20 fastened to the inside vertical membersQI of the'guide B. As the vertical. uide connection to the aogf rings may require adjustment as in the case of 100 or 200 foot masts, it may be desirable to provide for the mounting of the carriage W, as shown in Fig. IX wherein the bearings of .the rollers are carried on a bracket 22 engaging a vertical rod 23 carried on the vertical guide B in such manner that the vertical adjustment is provided, and in addition a slight swiveling of the vertical guide. It may under certain conditions or positions of carriage be desired to permit the inner cone to rotate on its axis, but to lock the outer cone to prevent yawing on the pins S and for that purpose I may use locking pins 2424 passing through the carriage strap U preferably the upper one, and regis tering each with a recess in a substantial part ofthe outside of the outer cone, which pins can be thrown in and released by lever 25 actuated by handle 26, with a toggle connection to lever 25 to simultaneously actuate the companion pin, there being suitable supports, as shown, for each. lever. The registering of these pins;24 is such that when locked the outer cone is held in acentral position,

' namely, with its axis normal to the plane of the carriage frame. In that position the coupling when at the extreme top of the horn C, as shown in Fig. II, will be in a position with the axis of the cone vertical and substantially coincident with the axis of the mast and held in suchposition with the inner cone free, willpermit it in cbnneotion with the-ships nose to revolve completely around the mast without tilting of the cones due to any lateral strain when the ship has swung to a position out of thevertical plane of the horn.

In the modified form of. tower shown in Fig. XII with its detailed views, the tower A is supported on thrust and lateral bearings 27 neari'ts bottom to carry the load, while bearings 28 at a substantial elevation above the base bearings afford lateral support, as in the bracing 29 which may be a housing providing for the cable-winch 30 and a floor 31 for crew quarters, and floor- 32 for tower rotating engine. Within the tower an elevator 33 is accommodated without interference.

with the centre cable tube 34 guiding and protecting cables and electric conductors to the extent needed for the mast-head operations,with preferably a box girder 35 on one side securely supporting the vertical guide rails 36 on the outside of that side of the tower. While the elevator would run to a position below the top of the main section of the tower, a platform there provides access to stairs 38 leading to the mast top platform on which the guide rail 36 is supported in alposition inclined toward the axis of the tower and joins with an articulated section 39 connected by pin 40 corresponding to the horn in the previous forms described but modified in certain features.

These modifications involve the provision of a retaining guide rail 4i near the upper part of the horn apex down to about fifty degrees, which may be a spiral generated from the sheave over which the main cable is reeve d, while an inner mooring earriage rail 42 correspondingto the lower portion 36, permits the engagement of the W mooring carriage43 both on the outer guide rail and the inner guide rail during the movement from the top and through an are from twenty to fifty degrees. Thus when the carriage is close to and at'the apex of the cone it is supported by the outer guide rail engaging the lateral guides 44 on the carriage,

which prevent the carriage flower pot or cone from lateralpivoting and assurethe swivel-. ing of the ships cone coupling on the axis of the carriage. As the carriage 43 is moved to the side and down, the inner legs 45 engage the inner rail 42 and after passing to .a near vertical position of the guide rail, the

coupling carriage clears the outer railand is heldentirely by the inner rail lugs 45 which connect with the carriage by members 46 which may be arranged to permit lateral pivoting on such vertical connect-ionto accommodate yawing of the ship in case the power does not respond in rotation of the mast with the shifting of the ship by-the-wind while being lowered or when moored to the ground. Such connectionin any event prevents the coupling cone from swiveling when the mooring carriage is shifted down the mast and assures a more extended engagement with the guide rail on the side of the mast permitting freer motion and. also offering conveniences for the reeving and handling of pulleup and puli-down cables by which the mooring carriage 43 is controlled.

In the cross-section shown in Fig. XV the I ships nose connection is housed. Such stream line section ,of tower provides for elevator 33,

the weight of which with its cables are thus offset from thefcentre of the tower to a greater extent on'the windward or tension side of the tower elements, than is possible with a circular section tower giving in certain cases advantages for the economic resistance of-the wind strains. While the stream line section I of the tower to an extent deflects the windin the vicinity of the ships nose for the purpose possible reduction in mastof gaining y strain when the ship is moored.

The practice. of my invention will nowb'e understood .as follows An air ship .or" -d1r1g1b1e, as indicated in part in Figs. I and X, is warped in by means including a nose cable attached to the nose spindle and having a coupling cone. If winds sl ift during the approach to the mast the top turret holds the carriage cone or flower pot with its axis vertical and in the axis of the mast, accommodating the ships swing. When coupled to the carriage by hauling in the nose cable snug and locking the cone to the carriage flower pot, the hearings on this flower pot permit free rotation and swing throughout the entire 360 degrees. If the ships nose, spindle does not projectsuiiiciently to let the s ip clearlthe horn, the carriage may be shifted from the top position to, say, thirty degrees down the bend of the horn where the ships swing is accommodated by turning the turret and horn. The pitching of the shi and other variations in strain are cus i oned by the bumper linkage EE. The rolling of the ship is accommodated by the inner coneP turning in the outer cone Q. As the ship by manipulation of ballast or pull-down ropes is gradually lowered, the carriage F slides or is pulled down the horn, passes from the horn C to the main vertical guide B and down to the position of the nose when the ships landing gear reaches the ground. Whenmoored, any change of direction of wind is accommodated by the entire shifting of the vertical guide B around the tower, or in the case of the rotating tower, the guide B and tower rotate by-thewind.- Throughout, slight variations of the ships shifting by-the-wind while attached to the carriage, are accommodated by the vertical pivots S pending the following movement of the guide rail to a position of direct hor zontal pull with the steadying of the strain of the ships nose. When the nose cable is pulled downto engagementof the cone with the carriage flower pot, the pins J automati- V cally lock the same in position throwing the strain upon the carriage and horn and then the vertical guide, depending upon position of elevation, and then tension on the haulin cable can be-released permitting the carriage to move freely down the horn and the guide. The haul-down and haul-up cables at tached to the carriage reeved tonear the top "of the horn, and as shown in Fig. may

- beturned down and passed through the axis of the tower or any suitable connections such as a conduit or central pipe, facilitating their manipulation from the base of the tower V or at any suitable location in the tower. The

haul-in cable likewise can be run down in. an axial position, preferably in a conduit or standpipe, to be operated by power at the .base. Belaying clamps on turret or associated with rigid central structure of the mast can hold, as shown, the haul-in cable and take up the strain so as to permit the hand-releasing of pins J-J when it is desired to clear the cone and free the ship from the mast. In

the case of the modifications in Figs. XII

and Xllll, the horn is varied and the coupling carriage altered' The main vertical rails are engaged by vextensions on the base of the carriage until the carriage passes to a position nearthe top of the horn where the main rail section ends after the sides of the carriage or flower pot ride onto another pair of rails used only for the support of the carriage when at or near the apex.

Broadly my method consists of securing an airship to the top of a tower or other sufficiently elevated point where normal diving or dropping by the tail will not endanger collision with the ground, and thereafter without change of coupling moving the point of attachment down the tower and warping the ship down to the ground so that points of position of a ships nose when moored to the ground, to near the top of the tower ormast and there merging into a horn curving inward to the apex of the mast where it becomes substantially horizontal, but having a pivoted connection between horn and vertical guide on a turret top or main section of the mast. Thus the entire top can revolve with the horn, and carries a limited amount of manipulating gear and a small mast landing-crew. Suitable connections provide for turning the turret at will, and simultaneously easingthe swing of the entire vertical guide rail or positively controlling its swing around the mast, or turning a main section of the mast around its axis.

ln cases where l find it constructively and operatively practical to extend the turret portlon downward to lowest level to which :the

nose may be attached when the ship is ground I ed, 1 secure the vertical rail fixed to the mast side and preferably endose the entire structure forming a sheet metal tower structure, with widely spread base bearings to carry the. load and the strains due to the wind pressure and tug eitheship. This is preferably with the top section of the guide rail formed as a bornwith cushioning'meansto absorb sudden strains from being wholly transmitted to the entire structure. In any event, the horn has linkage which assures its normal position strains are accommodated at the top of the mast with great facility of contrdl and manipulation of the nose cable, or other cables from the bow of the ship. The apparatus also permits leading main or dther cables through the axis of the top turret, or rotata-- I by the usual connecting :of'the mast-mooring j cones in the frame section of the carriage,

and being furthermore connected with the he h rn permits the ship to swing by-theline to the ships bow line, with a suitable cone coupling member, hauling in the bow cable until the cone reaches themast, and there the cone is ulled directly into a flower pot which forms t e inner portlon of a carriage waiting at about thirty to forty degrees down the bend of a horn, and adapted to ride on the horn andfrom the horn to the vertical guide. The yawing of the ship, as well as the pitching and rolling, are all accommodated by the particular construction of the carriage providing for rotating of the cone in the carnage, and lateral swiveling in a horiiontal direction of the rail members of the horn in a way to permit easy sliding of the carriage even to the curve of the horn as by swiveling guide blocks and free fitting guide block straps holding the thereby freeing the cone from the cable after it has been locked in the flower ot or carriage cone. At this point the carriage is free to be rundown the horn with the gradual grounding of the ship, and may follow the 70 ships nose or the carnage may be eased alongevent is always under complete contro When starting flight the carriage ma b by the lowering" or raising lines, and in any readily hauled up, thereby raising the s ips 7 nose slmultaneously with suitable adjustment of trim, and when reaching the upper portion of the horn an desired or quick departure is accomplished y i'nstant release by men stationed at the top of the horn pulling the readily accessible locking pins which clear the carriage cone and free the shi s nose. A

slow release is equally. practical y coupling I the top end of the mast cable with a short length extending through the hole in the carriage base attached to the cone, and then controlling the paying-out of the cable as desire ,1

- It-wi'll be seen that even thoughtherotating means of vertical guide or turret should 9 be jammed,'my carriage when at the top of wind the entire 360 degrees around the tower.

the top of the horn, when at the extreme top the axis of the cones -should be vertical and the locking pins or straightening-up mechanism is then thrown in to hold the outer-cone stationary and prevent its pivoting in the carriage, while still permitting the inner cone carriage securely to the rails. To meet all the exacting conditions of manipulation, light hand-winches serve for raising the coupling carriage up the curved horn section and to I pull it down after the ship has been coupledup until the carriage reaches the lower position of the horn where the main pull-down cable attached to the bottom of the carriage to swivel entirely around its axis and also supporting the coupling cone in a position so that the pin connection with the ships nose clamp at top deck, and a coupling released,

leads through the vertical rail structure in a suitable manner permitting its manipulation from below or through a return-bight' back to the turret and down the central cable conduit. The .pull-up -cable is readily attached to the top of the carriage and reeved over the sheave above the top platform and down the cable pipe for winch control at the base. As the coupling carriage providing for all the is horizontal thereby permitting the ship to pitch. However, when the carriage is moved down reaching the vicinity of a fortyr-five f degree position it becomes necessary to make sure that the pin linking cone with the ships' nose remains horizontal to accommodate any pitching, and at the proper time, therefore the locking pin R is thrown in holding the flower pot against rotation on its axis, due, advantageous features is still a, short appaprovision having been made at theti-me of' ratus, it readily permits the mooring cable coupling the ships nose to provide for the I. ,to pass through and clear the carriage close locking of cone in the flower pot ina position ,1 to the horn'rail so that it is readily reeved whereby the spindle pin is horizontal when over a top sheave,while still permittingall the flower pot is locked by the pin R. v desired freedom of motion of the carriage at It will be noted that in the practical hansection of the horn forms substantially the bow of the ship hunting, the finding is arc of a circle orspiral generated by the cable. easier as the carriage can be readil adjusted in contact with the sheave, thus permitting on the horn and the turret can e readily free'movement of the carriage on the top porturned, so that a union of the ships spindle tion of the horn throughout a range, such as cone with the flowerpot or carriage cone is for thirty to forty degrees, as the preferred greatly, facilitated. g carriage position for landing operation. The Many variations may be made, particularly main length of cable leading from the turret in structural detail from that shown and. ardown may then bebelayed y compressor or ticularly described herein, and features 0 the invention may be'used in other combinations,

the top oflanding. Preferably the topmost dling of a ship when landing, instead of the 1.

and the masts may of course be of varying heights and variously tapered and formed with bases to suit any particular conditions, but what I claim and desire to secure by Letters Patent is:

l. A mooring mast for airships including a mobile coupling carriage adapted to receive and hold a ships mooring coupling at the top of the mast and permit the ship to swing around the mast axis without movement of the mast bracing, strain-resisting means interconnecting the mast and said mo bile carriage while the ship is moored at the extreme elevated position on the mast and without change of coupling holding the carriage at all positions of declination and from a position approximating the axis of the mast and when moved down the mast side to position of ships nose when the shipis moored to the ground. a

2. A motor tower for :airships as set for th in claim 1, having a mobile mooring coupling carriage slidahle up and down the mast embodying engaging means permitting rotation of part of the carriage to allow the ships coupling and engaging member to. rotate together. v

3. A mooring tower for airships as set forth in claim 1, having pivotal means supporting a part of the mobile coupling carriage, whereby pivotal oscillation of part of the carriage is permitted on a substantially vertical axis in'positionhelow the top of the mast.

d. A mooring tower for airships as set forth in claim 1, having a mobile coupling carriage embodying means for locking the ships cable cone automatically in fixed engagement with a part ofthe coupling car-' me e.

5% A mooring tower tor airships as set forth in claim 1, having voluntary locking means associated with a part oi? the coupling carriage preventing the rotation of the ships coupling engaging member.

6. A mooring tower for airships as set forth in claim 1, having means for locking the cable coupling engaging member against oscillation in the carriage from its substantially vertical support when at the top of the mast.

7. Mooring apparatus for airships comprising a mobile, carriage for engaging a ships mooring cable nose connection, a lateral strain-resisting guide holding said carriage in positions'iromhorizontal to vertical and permitting free riding of said carriage while permanently connected with the ships nose from a position substantially vertical withrespect to the carriage coupling axis to near horizontal, articulatedmeans supporting the.

guide for said carriage, and shock-absorhing. connections to permit shock displacing'morement of the upper part of said guide.

8. Mooring apparatus for airships comprising a deflected guide extending from a near vertical at the side to a horizontal posiof the guide and horizontal wind strain resisting means throughout the near vertical portion of the guide to resist ships tug in a radial direction from the axis of the moorin apparatus.

In a mooring apparatus for airships, a

mobile mooring coupling carriage, cooperating guide rails for said carriage extending from a near vertical to a horizontal uppermost position, shoch-yieldin members associated with the upper part c said guide and 8t an articulated lower end of said guide cooperating with a non-articulated downward extension registering guide, whereb the coupling carriage may he manipulate .thr'oughout the articulated section and down the re- 33 mainder of the guide without uncoupling of the ship connection.

10. Mooring apparatus for airships com prising a mobile coupling carriage and a guide therefor adapted to support the 'ships cou- 1 pling "connection on a vertical axis 'atthe uppermost part of the mooringapparatus, means of support therefor permitting rotation of the ship completely around the mooring carriage,

and rail connections for said carriage extend- 9 ing laterally and downward to securely hold theship against horizontal strain without change of coupling.

11. A mooring mast for airships comprising an extended tower, a substantially vertithe cal guide on one sideoi said tower, a mobile couplmg carriage engaging with horizontal strain resisting members with the guide, a top section of said guide articulated to themain guide portion and having near; its top shock-absorbing connections with portions of the tower on opposite side irom the guide."

12. A mooring tower for airships comprisa non-laterally guyed main tower section, a turret top, a mobile coupling for the ships no connection, a guide for said coupling rotatable about a portion of the tower and rotat alole with an upper portion of the tower, and an apex extension of said guide adapted to carry the mobile coupling to a substantially horizontal position a ove the centre oi? the' tower. g

13. A mooring mast for airships comprising a fixed base a main section of tower rotat-l able withinsaid base, a fixed guide on one side oi said tower and mobile ships nose cou pling carriage engaging said guide and morable from the uppermost position of ship engagement substantially in the earl o fthemast to a, lowered position of ship I "gagezrient x j resist lateral deflection of theater- 30 riage coupling, and means at a lower point to resist horizontal strain of said coupling carriage in a direction radial to the axis of the mast When the carriage is released from the lateral holding-means at the top.

15. An airship mooring tower comprising a sheathed structure having a generally stream-line horizontal cross-section, a ships nose coupling rail extending vertically on one side substantially in the plane of the major axis of the tower section.

16. An airship mooring tower as set forth in claim 15, having a guide rail for a ships nose coupling in a reentrant vertical surface on the leeside of the stream-line form when the mast is turned with the swing of the ship.

17. An airship mooring tower as set forth in claim 15, having a vertical elevator structure embodied at a maximum distance from the tower axis and adjacent the windward apex of the stream-line sheathing.

18. An airship mooring mast having a coupling carriage guide extending in a vertical plane on one side of the axis, and elevator structural supports embodied with the mast on the opposite side from the coupling carriage guide.

19. In a mooring mast for airships, a ship coupling carriage and a supporting guide therefor extending from the top and in the axis of the mast, curving laterally downward to a substantially vertical position along one side of the mast, an upper portion of said guide adapted toyield to strains on the carriage in the topmost position including lateral resilient members normally holding said topmost section of the guide in a position for registration and movement of the coupling carriage from the top section to the substantially vertical section. 20. A coupling carriage for mooring masts, comprising a frame with means for engagement and movement-along guide rails on the mast, a housing pivotally-supported in said frame, and a coupling-pot rotatably supported in said housing.

21. A coupling carriage as set forth in claim 20, having means to lock the housing against oscillation in the frame.

22. A coupling carriage as set forth in claim 20, having means to lock the couplin pot against rotation in the housing.

23. In an airship mooring mast, a ships coupling engaging cone movable up-anddown the mast side on a guide stationary with relation to the mast axis, means contiguous with the apex of said cone adapted for the the interior and completely enclosed and pro- I tected by the tower sheathing.

25. An airship mooring mast comprising a round sheet metal enclosing and strain-resisting shell having an elevator on the interior of said shell and a ship mooring gear supported on the top of said shell by means transmitting horizontal strains on the mooring gear to and to be resisted solely by the shell of the tower.

26. An airship mooring mast comprising a mooring coupling-gear at the top, supports therefor extending downwardly and outwardly to the periphery of a hollow tower, a hollow tower extending downward to a base support and having a strain-resisting shell to resist ship strains on the mooring gear without outside guys for said-tower.

27 An airship mooring mast consisting of a round sheet metal tower and having a base to support the same without lateral guys on said tower, mooring gear at the top of the mast with means permitting articulation of a mooring gear coupling directly above and without overhanging laterally from the axis beyond the radius of the tower.

28. An airship mooring mast comprising a sheet metal tower, a base support therefor, an elevator completely enclosed and movable up and down the inside of said tower, haul-in and mooring and supply apparatus completely enclosed extending through said tower to the top and cooperating with mooring gear, and means for controlling articulation of the mooring gear at the top of the tower without overhanging the lateral dimensions of the tower, whereby strains on the mooring car are transmitted to the outer sheathing o the tower for the entire lateral resistance of said strains by-the-mast.

In testimony whereof, I have signed 'my name to this application this 18th day of August, 1925.

HERBERT V. THADEN. 

